International Civil Aviation Organization Eastern and Southern African Office. Performance Based Navigation (PBN) and AFI ATS Route Network

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1 International Civil Aviation Organization Eastern and Southern African Office Eleventh Meeting of the Air Traffic Services/Aeronautical Information Service/Search and Rescue Sub-Group (ATS/AIS/SAR SG/11) (Nairobi, Kenya, April 2010) Agenda Item 6: Performance Based Navigation (PBN) and AFI ATS Route Network REGIONAL PBN IMPLEMENTATION PLAN AND RELATED DEVELOPMENTS (Presented by the Secretariat) SUMMARY This paper discusses the status of PBN and GNSS implementation; highlights essential implementation actions emanating from the Special AFI RAN Meeting, and Conclusions and Decisions formulated within the frameworks of APIRG, for review and update by the meeting. Action by the meeting is at paragraph 3. REFERENCES - Assembly Resolution A SP AFI RAN 2008 Report - APIRG/16 Report This Working Paper is related to Strategic Objectives: A and D 1. INTRODUCTION 1.1 Assembly Resolution A36-23 calls for inter alia, the PIRGs and States to develop PBN Implementation plans by Accordingly, the APIRG/16 meeting Rubavu, Rwanda, November 2007, Special AFI RAN Meeting (SP AFI RAN) Durban, South Africa November 2008, the PBN/TF/2 meeting in December 2008, and the ATS/AIS/SAR/SG/10 meeting in May 2009 formulated a number of Recommendations, Conclusions and Decisions aimed at fostering and assisting States in their efforts to implement PBN. 1.2 The Joint PBN & GNSS/I TFs was successfully convened from 8-10 September 2009 in Nairobi, Kenya, and addressed several issues on the implementation of PBN and GNSS in the AFI Region. In order to deliver on its work programme the meeting agreed that its next meeting would be in the first quarter of Although invitation for convening the meeting were issued, the meeting could not be convened due to low indication of participation. Issues relating to PBN that have been brought to ATS/AIS/SAR SG/11 are those considered urgent or mature enough to be presented to the Sub-Group.

2 -2- ATS/AIS/SAR SG/11 WP/12 2. DISCUSSION 2.1 The following table provides a summary of actions that were required or mandated by the Recommendations from SP AFI RAN 2008 as well as Conclusions and Decision from within the framework of APIRG, to meet the provisions of Assembly Resolution A The List is not exhaustive.

3 SUMMARY OF PBN IMPLEMENTATION ACTIONS ACTION Ref. To be initiated by Target date Establishment of PBN implementation bodies/structures NPPM TOR States PBN Implementation Regional Plan A36-23 PBN TF 2009 PBN Implementation National Plan A36-23 States 2009 PBN Implementation Action Plan PBN & GNSS Concl. 1/7 PBN TF PBN Implementation Regional Objectives RAN Rec. PBN TF WG Implementation of GNSS en-route and non precision approach States operations Survey of aircraft (readiness) equipage SG/10 Concl 10/16 ROs IATA, AFRAA Nomination of PBN NPMs PBN TF/2 Concl. 2/4 States Implementation of requisite elements for PBN including training SG/10Concl10/19, 10/20 PBN Legislation SG/10 10/21, SP RAN Rec6/14 States Before Implementation of PBN Funding (for regulatory bodies, operators, service providers and other PBN TF/2 Concl. 2/9 States stakeholders) of the PBN Implementation Programme a) States having taken part in the IATA area navigation (RNAV) global navigation satellite systems (GNSS) procedures development and implementation programme which had not yet done so, publish GNSS-based required navigation performance (RNP) approaches, and at the same time, remove any operational restrictions that may be in place and; b) Sates that had not taken part in the IATA RNAV GNSS procedures development and implementation programme, seek assistance from appropriate organizations with the objective of designing and implementing GNSS-based RNP approach procedures SP AFI RAN Rec.6/13 States Status

4 -4- ATS/AIS/SAR SG/11 WP/12 ACTION Ref. To be initiated by ICAO provide assistance to States in overcoming legal and regulatory SP AFI RAN Rec.6/14 difficulties associated with implementation of global navigation ICAO satellite systems (GNSS) approach procedures. Survey on Status of implementation in States SL ES AN 4/ (Invitation to the first joint meeting). Target date Status NOTE: 1. It is expected that once the AFI PBN Implementation Action Plan is fully developed. Items in this table will be incorporated in the Action Plan for appropriate follow up. 2. Participating States are requested to provide information that may assist to update the table and to provide clarity as to the status of implementation in their respective States.

5 2.2 Regional PBN Implementation Plan: The Joint Meeting of the APIRG Performance Based Navigation and Global Navigation Satellite System Implementation Task Forces (Joint PBN & GNSS/I TFs) in September 2009 reviewed and updated the AFI Regional Performance Based Navigation (PBN) Implementation Plan and accordingly formulated the Draft Conclusion: 1/5: AFI PBN Implementation Regional Plan regarding updating of the Regional plan and its inclusion into Doc Regional Performance Objectives: The Joint PBN & GNSS/I TFs, on discussing the Regional Performance Objectives related to PBN, noted that the work assigned by ATS/AIS/SAR SG/10 to complete the remaining detail on the PBN related Performance Framework Forms (PFFs) adopted by SP AFI RAN, had met limited progress due to low participation by members of the Working Groups. Accordingly, the Joint PBN & GNSS/I TFs reconstituted the Working Groups as indicated hereunder and reassigned the tasks. The ATS/AIS/SAR SG/11 may wish to consider the report of the Rapporteur of the Working Groups (presented separately). Working Group on En-Route Operations (WG-EO) Rapporteur - Seychelles Cameroon Kenya Senegal Seychelles South Africa ASECNA IATA IFALPA IFATCA Working Group on Terminal and Approach Operations (WG-TAO) Rapporteur - Seychelles Chad Ethiopia Cameroon Kenya Senegal Seychelles South Africa Uganda ASECNA IATA IFALPA IFATCA 2.4 ATS route network development The Joint PBN & GNSS/I TFs acknowledged the need for development of an improved ATS route network in the AFI Region in the general context as well as from the context of the implementation of PBN. Furthermore, that the work involved would require resources besides the ATS/AIS/SAR SG. The meeting recalled that the SP AFI RAN had agreed that the PBN Task Force was the most suitable body to address the ATS route structure in the AFI Region. The meeting concurred with the view of the SP AFI RAN, noting the interrelationships between the concerned APIRG activities, however, was cognizant that the comprehensive review of the Regional ATS route network would require significant effort, which could be achieved by a specifically appointed body. Accordingly, the Joint PBN & GNSS/I TFs agreed on the establishment of a Working Group reporting to the PBN TF and accordingly formulated Draft Decision 1/2: PBN Route Network Development Working Group (PRND WG)

6 -6- ATS/AIS/SAR SG/11 WP/ The meeting may wish to endorse the establishment of the PRND WG, refer the development of ATS routes to the Working Group, providing necessary support, and accordingly endorse the following Draft Decision. DRAFT DECISION 11/X: PBN ROUTE NETWORK DEVELOPMENT WORKING GROUP (PRND WG) That the AFI PBN Route Network Development Working Group (PRND WG) is established with the terms of reference, composition and working arrangements as at Appendix 4B to the report on agenda item 4 (Appendix A to this working paper). 2.6 Flight Procedures Office (FPO): The meeting may wish to note that the Joint PBN & GNSS/I TFs, recalling that the SP AFI RAN had requested ICAO to disseminate a letter with supporting documentation, inviting interested States and international organizations to submit proposals for establishment and hosting of the FPO in the AFI Region, accordingly reviewed progress in this regard. The Joint PBN & GNSS/I TFs noted that progress was being made in the establishment of the FPO in the APAC Region, and acknowledged that it would be useful to benefit from the experience of that establishment. In this regard, the Joint PBN & GNSS/I TFs agreed that, it was advisable to put in abeyance the circulation of the letter required in SP AFI RAN Recommendation 6/10 pending lessons learned from the establishment of the FPO in the APAC Region. 2.7 Safety assessments and monitoring: The Joint PBN & GNSS/I TFs deliberated at length on the need for safety assessments and system safety monitoring at regional level as well as a regional body to monitor airspace safety related to implementation of PBN. The meeting acknowledged the importance of safety assessments in the implementation of PBN, and that States were responsible for the safety assessments within their territories and the high seas FIRs in which they are providing air traffic services. In this regard, it was further recognized that, at regional level appropriate safety assessments could not be practical. As such, safety assessments need to be carried out during implementation by the States. 2.8 As regards the system safety monitoring at regional level as well as a regional body to monitor airspace safety related to implementation of PBN, the Joint PBN & GNSS/I TFs acknowledged the likelihood of a degree of such need, albeit believed to be minimal, taking into consideration, inter alia, the technologies associated with the PBN concept itself. It was also recognized in this regard that safety monitoring remains the responsibility of States. The meeting discussed the matter of a body to undertake such system safety monitoring, should the need be identified. In this regard, acknowledging the need to avoid a proliferation of bodies and related costs, the Joint PBN & GNSS/I TFs discussed the approach of expanding the mandate of an existing body such as the AFI Regional Monitoring Agency (ARMA) or Tactical Action Group (TAG) to cover this aspect.. Although it was generally believed that expanding the mandate of the ARMA would be more appropriate than that of the TAG in this regard, consensus could not be achieved on what body would be most appropriate.

7 -7- ATS/AIS/SAR SG/11 WP/ In conclusion, the meeting agreed that the matter regarding the need for safety monitoring, as well the entity/ies to be assigned this responsibility, should the need be identified, be referred to an upper APIRG body. Accordingly, noting that the ATS/AIS/SAR SG/11 would likely not be meeting before APIRG/17, the meeting agreed to refer the matter to APIRG, and accordingly formulated the following Decision: DRAFT DECISION 1/3: REQUIREMENT FOR PBN IMPLEMENTATION SYSTEM SAFETY MONITORING AT REGIONAL LEVEL That, APIRG assess the requirement for PBN implementation system safety monitoring at Regional level, as well as the nature of an appropriate body/entity to undertake such task, should the need be identified As it were, the ATS/AIS/SAR SG/11 takes place in advance of the APIRG 17 meeting which has since been scheduled to be convened in the first week of August 2010, the meeting may wish to acknowledge that the matter is to the extent that it is technical, within its domain and accordingly provide guidance, specifically on two aspects: a) the requirement for PBN implementation system safety monitoring at Regional level b) the nature of an appropriate body/entity to undertake such task, should the requirement be identified 2.11 The Joint PBN & GNSS/I TFs in September 2009 reviewed and updated the AFI Regional Performance Based Navigation Implementation Plan. Subsequent to the Joint PBN & GNSS/I TFs/1 in September 2009, there were several exchanges of communication between members of the Task Forces and the Secretariat, which led to a conclusion that certain detail should be included in the AFI Regional Performance Based Navigation Implementation Plan, in order to provide clarity on provisions and intent Based on the above, the meeting may wish to review the AFI Regional Performance Based Navigation Implementation Plan, taking into consideration the changes proposed therein as at Appendix A to this working paper, and agree to the following Draft Conclusion: DRAFT CONCLUSION 11/XX : AFI PBN IMPLEMENTATION REGIONAL PLAN That, a) The AFI Regional PBN Implementation Plan is updated as at Appendix X to the report on agenda item 3 (Appendix B to this working paper), to more accurately reflect PBN implementation goals in Assembly Resolution A36-23, guidance in the PBN Manual (9613), and Regional planning guidance provided by APIRG; and b) the Regional PBN Implementation plan be included in the AFI Doc 003. (This Draft Conclusion supersedes ATS/AIS/SAR SG10 Conclusion 10/24 and Joint PBN & GNSS TFs/1 Draft Concl. 1/5)

8 -8- ATS/AIS/SAR SG/11 WP/ The meeting may wish to note that, based on communication exchanged between the Regional Offices and States regarding PBN implementation, it has been observed that in many States the appointment and functioning of National PBN Programme Managers (NPPM) has not taken effect, or done so in a limited form The meeting will to recall also that APIRG 16 adopted Conclusion 16/4: Designation of Contact Person for PBN Implementation, while ATS/AIS/SAR SG/10 adopted Conclusion 10/18: Nomination of National PBN Programme Managers. Effect of these two Conclusions together has not been adequately understood; as to whether the two were interchangeable, one served purpose of the other, etc Based on the above, the meeting may wish to consolidate the two Conclusions, review the terms of reference of the NPPMs, and accordingly formulate the following Draft Conclusion to supersede ATS/AIS/SAR SG10 Conclusion 10/18 and is to supersede APIRG Conclusion 16/4. DRAFT CONCLUSION 11/XX : NATIONAL PBN PROGRAMME MANAGERS (NPPM) That, in order to facilitate the implementation of PBN and Regional coordination: a) AFI States that have not already done so nominate/designate NPPMs as soon as possible with the terms of reference as at Appendix 3Y to the report on agenda item 3 (Appendix C to this working paper) and provide ICAO with contact details of the NPPMs; and b) States update the NPPMs contact information provided to ICAO whenever changes have been made. (This Draft Conclusion supersedes ATS/AIS/SAR SG10 Conclusion 10/18 and is to supersede APIRG Concl. 16/4) Aircraft equipage data: The Joint PBN & GNSS/I TFs acknowledged that accurate data on aircraft equipage capabilities was essential to airspace planners, including planning for implementation of PBN. The meeting noted that, pursuant to global initiatives including the AFI ATS/AIS/SAR SG/10 Conclusion 10/2, IATA had conducted a survey to capture current and future communication, navigation and surveillance capabilities of member airlines fleets, and that the Regional Offices had also requested States to assist with a similar survey, in particular, to capture information related to air operators that were not IATA members. Accordingly, the Joint PBN & GNSS/I TFs formulated Draft Conclusion Draft Conclusion 1/4: Airspace Planning/Equipment Survey The ATS/AIS/SAR SG/11 meeting may wish to note that, in general, active support from States with regard to the surveys has been limited, particularly with regard to operators not belonging to IATA member airlines. Furthermore, acknowledge that the status of aircraft equipage needs to be update from time to time in order to facilitate planning and implementation decisions. Accordingly, the ATS/AIS/SAR SG/11 may wish to endorse the following Draft Conclusion:

9 -9- ATS/AIS/SAR SG/11 WP/12 DRAFT CONCLUSION 11/XX : AIRSPACE PLANNING AND AIRCRAFT EQUIPMENT SURVEY That, in order to facilitate airspace planning and decisions related to air navigation infrastructure, a) AFI States and Air Navigation Service Providers (ANSPs) are urged to support the ICAO/IATA Global Survey on aircraft equipment aimed at developing a database with accurate information on present and future avionics capabilities of airline fleets; and b) ensure that initiatives for air navigation system enhancements are matched with fleets capabilities and readiness. Note: In order to capture the necessary data, ANSPs are advised to take advantage of the flight plan data (Field 10) on aircraft equipment The meeting may wish to note that, despite efforts by the Secretariat to obtain information from States, the status of development of National PBN implementation plans, which were to be completed by 2009 pursuant to Assembly Resolution A36-23, is not known; the primary reason being lack of response from most States. It is intended however, that the Secretariat will continue efforts to obtain the information The is invited to note that the Joint PBN & GNSS/I TFs meeting in September 2009 discussed at length the matter of GNSS implementation strategy in the AFI Region. The meeting agreed in principle that the GNSS implementation strategy should form part of the AFI PBN Implementation Plan. Although the development of the strategy was regarded as completed by meeting, subsequent exchanges of correspondence/discussions between GNSS providers and user representatives with the Secretariat led to the conclusion that the strategy could be further reviewed for benefit of the all stakeholders The meeting may wish to note that based on the above, the CNS SG/3 meeting, which is convening in the same week as the ATS/AIS/SAR SG/11 is expected to review the AFI GNSS Implementation Strategy with a view to finalizing it for presentation to APIRG 17. The reviewed strategy will be presented to the ATS/AIS/SAR SG/11 for concurrence.

10 -10- ATS/AIS/SAR SG/11 WP/12 3. ACTION BY THE MEETING 3.1 The meeting is invited to: a) note the information provided in this working paper; b) review and provide guidance on the status of outstanding work and provide updates; c) review and endorse the AFI Regional PBN Implementation Plan in Appendix B to this working paper; d) decide on the matter of Regional PBN system safety monitoring in paragraphs 2.7 to 2.10; and e) and agree on Draft Conclusions under paragraphs 2.5, 2.12, 2.15 and

11 APPENDIX A International Civil Aviation Organization Eastern and Southern African Office Eleventh Meeting of the Air Traffic Services/Aeronautical Information Service/Search and Rescue Sub-Group (ATS/AIS/SAR SG/11) (Nairobi, Kenya, April 2010) PBN ROUTE NETWORK DEVELOPMENT WORKING GROUP (PRND WG) A) TERMS OF REFERENCE 1. Review the AFI ATS route network in order to assess its capacity and constraints. 2. Based on the airspace user needs and in coordination with stakeholders (States, International Organizations, user representative organizations and other ICAO Regions), AFI Regional Performance Objectives, the Regional PBN Implementation Plan, as well as related ICAO provisions and guidance material, identify requirements and improvements for achieving and maintaining an efficient route network in the AFI Region. 3. Propose a strategy and prioritized plan for development of improvements to the route network, highlighting: areas that require immediate attention interface issues with adjacent ICAO Regions the implementation of PBN 4. Develop a working depository for route proposals that will be used as a dynamic reference document for ongoing discussions on routes under development/modification. In this respect, the TF should explore the utility that can be realized from the route catalogue concept/ats route database. 5. Engage the necessary parties regarding routes under consideration. 6. In coordination with the ARMA, carry out safety assessment of the proposed changes to the ATS route network. 7. After adoption by the ATS/AIS/SAR SG, or as delegated by the same, submit completed route proposals for amendment of the Basic ANP Table ATS-1, to the AFI Regional Offices for processing

12 2 ATS/AIS/SAR SG/11 WP/12 APPENDIX A 8. Assess the role that may contributed by a special project for a comprehensive review of the AFI ATS route network as envisaged by APIRG 15 and make recommendations, with detailed project description if the role a project is confirmed. (see WP 13) B) COMPOSITION The PRND WG will comprise: a) experts nominated by AFI Provider States from both civil aviation entities and military authorities; (Meeting to provide specific States, ideally 8 to 15) b) ARMA, IATA, IFALPA and IFATCA c) representatives from adjacent States and concerned international organizations (on ad-hoc basis). C) WORKING ARRANGEMENTS The Working Group shall: a) report to the ATS/AIS/SAR SG Sub Group through the PBN TF (or its successor); and b) meet as required and at least once a year c) use electronic communication between members as much as feasible

13 AFI Regional Performance Based Navigation Implementation Plan

14 Table of Contents 1. Introduction Background Performance Based Navigation PBN Benefits Stakeholders Strategy Near Term ( ) Mid Term ( ) and Long Term (2016 and Beyond) Key Tasks Near-term ( ) Oceanic and Remote Operations Continental En-Route Operations Terminal Operations Approach Operations Near Term Implementation Targets Mid Term ( ) Priorities Oceanic Evolution En Route Evolution Implementation Automation for RNAV and RNP Operations Terminal Evolution Terminal Automation Approach Evolution Mid Term Implementation Targets Long Term (2016 and Beyond): Achieving a Performance-Based Navigation System Long Term Key Strategies (2017 and Beyond) Summary of Long Term Key Strategies (2017 and Beyond) Key Research Areas Navigation Flight Deck Automation Automation Procedures Airspace Policy Periodic Review of Implementation Activities GLOSSARY

15 1. Introduction 1.1 The AFI Region Performance Based Navigation (PBN) Implementation Plans details the framework within which the ICAO PBN concept will be implemented in the AFI Region for the foreseeable future. The Plan AFI Region Roadmap for PBN is guided by ICAO Doc and relevant SARPs. The primary driver for this Plan is to maintain and increase safety, air traffic demand and capacity, and services and technology in consultation with relevant stakeholders. The AFI Region Plan Roadmap also supports national and international interoperability and global harmonization. 2. BACKGROUND 2.1 The continuing growth of aviation places increasing demands on airspace capacity and emphasizes the need for the optimum utilization of the available airspace. 2.2 Growth in scheduled and GA aircraft is expected to increase point-to-point and direct routings. The increasing cost of fuel also presents a significant challenge to all segments of the aviation community. This anticipated growth and higher complexity of the air transportation system could result in increased flight delays, schedule disruptions, choke points, inefficient flight operations, and passenger inconvenience, particularly when unpredictable weather and other factors constrain airport capacity. Without improvements in system efficiency and workforce productivity, the aviation community and cost of operations will continue to increase. Upgrades to the air transportation system must leverage current and evolving capabilities in the near term, while building the foundation to address the future needs of the aviation community stakeholders. These circumstances can be partially alleviated by efficiencies in airspace and procedures through the implementation of PBN concepts. 2.3 In setting out requirements for navigation applications on specific routes or within a specific airspace, it is necessary to define requirements in a clear and concise manner. This is to ensure that both flight crew and ATC are aware of the on-board area navigation (RNAV) system capabilities and to ensure that the performance of the RNAV system is appropriate for the specific airspace requirements. 2.4 The early use of RNAV systems arose in a manner similar to conventional ground-based routes and procedures. A specific RNAV system was identified and its performance was evaluated through a combination of analysis and flight testing. For domestic operations the initial systems used VOR and DME for their position estimation. For oceanic operations, inertial navigation systems (INS) were employed. 3

16 2.5 These new systems were developed, evaluated and certified. Airspace and obstacle clearance criteria were developed on the basis of available equipment performance. Requirements specifications were based upon available capabilities and, in some implementations, it was necessary to identify the individual models of equipment that could be operated within the airspace concerned. 2.6 Such prescriptive requirements result in delays to the introduction of new RNAV system capabilities and higher costs for maintaining appropriate certification. To avoid such prescriptive specifications of requirements, the PBN concept introduces an alternative method for defining equipage requirements by specification of the performance requirements. This is termed Performance Based Navigation (PBN). 3. PERFORMANCE BASED NAVIGATION 3.1 Performance based navigation (PBN) is a concept that encompasses both area navigation (RNAV) and required navigation performance (RNP) and revises the current RNP concept. Performance based navigation is increasingly seen as the most practical solution for regulating the expanding domain of navigation systems. 3.2 Under the traditional approach, each new technology is associated with a range of system-specific requirements for obstacle clearance, aircraft separation, operational aspects (e.g. arrival and approach procedures), aircrew operational training and training of air traffic controllers. However, this system-specific approach imposes an unnecessary effort and expense on States, airlines and air navigation services (ANS) providers. 3.3 Performance based navigation eliminates the need for redundant investment in developing criteria and in operational modifications and training. Rather than build an operation around a particular system, under performance based navigation the operation is defined according to the operational goals, and the available systems are then evaluated to determine whether they are supportive. 3.4 The advantage of this approach is that it provides clear, standardized operational approvals which enable harmonized and predictable flight paths which result in more efficient use of existing aircraft capabilities, as well as improved safety, greater airspace capacity, better fuel efficiency, and resolution of environmental issues. 4

17 3.5 The PBN concept specifies aircraft RNAV system performance requirements in terms of accuracy, integrity, availability, continuity and functionality needed for the proposed operations in the context of a particular Airspace Concept. The PBN concept represents a shift from sensor-based to performance-based navigation. Performance requirements are identified in navigation specifications, which also identify the choice of navigation sensors and equipment that may be used to meet the performance requirements. These navigation specifications are defined at a sufficient level of detail to facilitate global harmonization by providing specific implementation guidance for States and operators. 3.6 Under PBN, generic navigation requirements are defined based on the operational requirements. Operators are then able to evaluate options in respect of available technologies and navigation services that could allow these requirements to be met. The chosen solution would be the most cost effective for the operator, rather than a solution being imposed as part of the operational requirements. Technologies can evolve over time without requiring the operation itself to be revisited, as long as the requisite performance is provided by the RNAV system. As part of the future work of the ICAO it is anticipated that other means for meeting the requirements of the Navigation Specifications will be evaluated and may be included in the applicable Navigation Specifications, as appropriate. 3.7 ICAO s Performance Based Navigation (PBN) concept aims to ensure global standardisation of RNAV and RNP specifications and to limit the proliferation of navigation specifications in use world-wide. It is a new concept based on the use of Area Navigation (RNAV) systems. Significantly, it is a move from a limited statement of required performance accuracy to more extensive statements for required performance in terms of accuracy, integrity, continuity and availability, together with descriptions of how this performance is to be achieved in terms of aircraft and flight crew requirements. 4. PBN BENEFITS 4.1 PBN offers a number of advantages over the sensor-specific method of developing airspace and obstacle clearance criteria. These include: a) Reduces need to maintain sensor-specific routes and procedures, and their associated costs. For example, moving a single VOR ground facility can impact dozens of procedures, as that VOR can be used on routes, VOR approaches, as part of missed approaches, etc. Adding new sensor specific procedures will compound this cost, and the rapid growth in available navigation systems would soon make system-specific routes and procedures unaffordable. 5

18 b) Avoids need for development of sensor-specific operations with each new evolution of navigation systems, which would be cost-prohibitive. The expansion of satellite navigation services is expected to contribute to the continued diversity of RNAV systems in different aircraft. The original Basic GNSS equipment is evolving due to the augmentations of SBAS, GBAS and GRAS, while the introduction of Galileo and modernization of GPS and GLONASS will further improve performance. The use of GNSS/inertial integration is expanding. c) Allows more efficient use of airspace (route placement, fuel efficiency, noise abatement). d) Clarifies the way in which RNAV systems are used. e) Facilitates the operational approval process for operators by providing a limited set of navigation specifications intended for global use. 4.2 RNAV and RNP specifications facilitate more efficient design of airspace and procedures, which collectively result in improved safety, access, capacity, predictability, operational efficiency and environmental effects. Specifically, RNAV and RNP may: a) Increase safety by using three-dimensional (3D) approach operations with course guidance to the runway, which reduce the risk of controlled flight into terrain. b) Improve airport and airspace access in all weather conditions, and the ability to meet environmental and obstacle clearance constraints. c) Enhance reliability and reduce delays by defining more precise terminal area procedures that feature parallel routes and environmentally optimized airspace corridors. Flight management systems (FMS) will then be poised to save operators time and money by managing climb, descent, and engine performance profiles more efficiently. d) Improve efficiency and flexibility by increasing use of operator-preferred trajectories airspace-wide, at all altitudes. This will be particularly useful in maintaining schedule integrity when convective weather arises. e) Reduce workload and improve productivity of air traffic controllers. 6

19 4.3 Performance-based navigation will enable the needed operational improvements by leveraging current and evolving aircraft capabilities in the near term that can be expanded to address the future needs of aviation stakeholders and service providers. 5. STAKEHOLDERS 5.1 Coordination is critical with the aviation community through collaborative forums. This will assist aviation stakeholders in understanding operational goals, determining requirements, and considering future investment strategies. This, in turn, enables the aviation stakeholders to focus on addressing future efficiency and capacity needs while maintaining or improving the safety of flight operations by leveraging advances in navigation capabilities on the flight deck. RNAV and RNP have reached a sufficient level of maturity and definition to be included in key plans and strategies, such as this AFI Region PBN Roadmap Plan. 5.2 The stakeholders who will benefit from the concepts in the AFI Region PBN Roadmap Plan include airspace operators, air traffic service providers, regulators and standards organizations. As driven by business needs, airlines and operators can use the AFI Region PBN Plan to plan future equipage and capability investments. Similarly, air traffic service providers can determine requirements for future automation systems, and more smoothly modernize ground infrastructure. Finally, regulators and standards organizations can anticipate and develop the key enabling criteria needed for implementation. 5.3 The AFI Region PBN Implementation Plan Roadmap also supports other CAA and government-wide planning processes, working on several fronts to address the needs of the aviation community. This Plan Roadmap is a work in progress and will be amended through collaborative AFI Region States, industry efforts and consultations that establish a joint aviation community/government/industry strategy for implementing performance-based navigation. Critical initiative strategies are required to accommodate the expected growth and complexity over the next two decades. These strategies have five key features: a) Expediting the development of performance-based navigation criteria and standards. b) Introducing airspace and procedure improvements in the near term. c) Providing benefits to operators who have invested in existing and upcoming capabilities. d) Establishing target dates for the introduction of navigation mandates for selected procedures and airspace, with an understanding that any mandate must be rationalized on the basis of benefits and costs. e) Defining new concepts and applications of performance-based navigation for the mid term and Long term and building synergy and integration among other capabilities toward the realization of the AFI Region PBN goals. 7

20 6. STRATEGY 6.1 This Plan Roadmap provides a high-level strategy for the evolution of navigation capabilities to be implemented in three timeframes: near term ( ), mid term ( ), and Long term (2017 and Beyond). The strategy rests upon two key navigation concepts; Area Navigation (RNAV) and Required Navigation Performance (RNP). It also encompasses instrument approaches, Standard Instrument Departure (SID) and Standard Terminal Arrival (STAR) operations, as well as en-route continental, oceanic and remote operations. The section on Long-term initiatives discusses integrated navigation, communication, surveillance and automation strategies. 6.2 To avoid proliferation of new navigation standards, States and other aviation stakeholders in the AFI region should communicate any new operational requirements with ICAO HQ, so that it can be taken into account by the PBN SG. 6.3 The Strategy for implementation of GNSS in the AFI Region for the purpose of supporting PBN implementation will be developed as Appendix to this Plan. It is to be noted that the AFI GNSS strategy, while supporting implementation of the AFI Regional PBN Implementation Plan, may include other aspects related to the Global Air Navigation Plan beyond the current PBN requirements. The GNSS strategy may however, not defeat the purpose and intent of the Plan and shall be guided by the provisions of APIRG. 7. NEAR TERM ( ) MID TERM ( ) AND LONG TERM (2016 AND BEYOND) KEY TASKS 7.1 The key tasks involved in the transition to performance-based navigation are: a) Establish navigation service needs through the Long term that will guide infrastructure decisions and specify needs for navigation system infrastructure, and ensure funding for managing and transitioning these systems. b) Define and adopt a national policy enabling additional benefits based on RNP and RNAV. c) Identify operational and integration issues between navigation and surveillance, air-ground communications, and automation tools that maximize the benefits of RNP. d) Support mixed operations throughout the term of this Plan Roadmap, in particular considering navigation system variations during the near term until appropriate standards are developed and implemented. e) To support Civil/Military coordination and develop the policies needed to accommodate the unique missions and capabilities of military aircraft operating in civil airspace. f) Harmonize the evolution of capabilities for interoperability across airspace operations. 8

21 g) Increase emphasis on human factors, especially on training and procedures as operations increase reliance on appropriate use of flight deck systems. h) Facilitate and advance environmental analysis efforts required to support the development of RNAV and RNP procedures. i) Maintain consistent and harmonized global standards for RNAV and RNP operations. 9

22 8. NEAR-TERM ( ) 8.1 Initiatives in the near-term focus on investments by operators in current and new aircraft acquisitions; in satellite-based navigation and conventional navigation infrastructure as well as AFI Region States investments. Key components include wide-scale RNAV implementation and the introduction of RNP for en route, terminal, and approach procedures. 8.2 The near-term strategy will also focus on expediting the implementation and proliferation of RNAV and RNP procedures. As demand for air travel continues at healthy levels, choke points will develop and delays at the major airports will continue to climb. RNAV and RNP procedures will help alleviate those problems. Continued introduction of RNAV and RNP procedures will not only provide benefits and savings to the operators but also encourage further equipage. 8.3 ANSPs as a matter of urgency must adapt new flight plan procedures to accommodate PBN operations. This particularly addresses fields 10 and Operators will need to plan to obtain operational approvals for the planned Navigation Specifications for this period. Operators shall also review Regional PBN Implementation Plans from other Regions to assess if there is a necessity for additional Operational approvals. 9. OCEANIC AND REMOTE OPERATIONS 9.1 To promote global harmonization, the AFI Region States continues to work closely with its international partners in implementing RNAV 10 and where operationally required RNP 4 by Safety assessment shall be undertaken to evaluate reduced oceanic and remote longitudinal/lateral separation minima between aircraft approved for RNAV 10 and RNP 4 operations. (NB. Deleted (-) in between route and number). 9.2 For Oceanic Remote Areas where high density traffic operations occur, a review of the airspace concept must be undertaken to convert to Continental En-Route Operation where sufficient, surveillance is available so as to allow RNAV 5 operations. 10

23 10. CONTINENTAL EN-ROUTE OPERATIONS 10.1 For airspace and corridors requiring structured routes for flow management, AFI Region States will review existing conventional and RNAV routes to transition to PBN RNAV 5 or where operationally required RNAV 2/ TERMINAL OPERATIONS 11.1 RNAV reduces conflict between traffic flows by consolidating flight tracks. RNAV 1/Basic RNP 1 SIDs and STARs improve safety, capacity, and flight efficiency and also lower communication errors AFI Region States will continue to plan, develop and implement RNAV 1 SIDs and STARs, at major airports and make associated changes in airspace design. In addition, AFI Region States will implement Basic RNP 1 SIDs and STARs. RNAV 1 will be implemented in airspace where there is sufficient surveillance coverage and Basic RNP-1 where there is no such coverage Where operationally feasible, States should develop operational concepts and requirements for continuous descent arrivals (CDAs) based on FMS Vertical Guidance and for applying time of arrival control based on RNAV and RNP procedures. This would reduce workload for pilots and controllers as well as increase fuel efficiency PBN SIDs and STARS would allow the following: a) Reduction in controller-pilot communications; b) Reduction of route lengths to meet environmental and fuel efficiency requirements; c) Seamless transition from and to en-route entry/exit points; d) Sequence departures to maximize benefits of RNAV and identify automation requirements for traffic flow management, sequencing tools, flight plan processing, and tower data entry activities. 11

24 12. APPROACH OPERATIONS 12.1 The application of RNP APCH is expected to be implemented in the maximum possible number of aerodromes. To facilitate a transitional period, conventional approach procedures and conventional navigation aids should be maintained for non PBN equipped aircraft during this term States should promote the use of (with Baro-VNAV) APV Operations (with Baro-VNAV or SBAS) to enhance safety of RNP Approaches and accessibility of runways The application of RNP AR Approach should be limited to selected runways where obvious operational benefits can be obtained due to the existence of significant obstacles RNP approaches include: a) APV implemented at all instrument runways at major regional airports and all non-instrument runways serving aircraft weighing greater than 5,700kg. 13. SUMMARY TABLE NEAR-TERM ( ) Airspace Nav. Specifications Nav. Specifications where Operationally Required En-Route Oceanic RNAV 10 RNP 4 En-Route Remote RNAV 10 RNP 4 Continental En-Route Continental RNAV 5 RNAV 1 TMA Arrival/Departure Approach RNAV 1 in a surveillance environment Basic RNP 1 in non-surveillance environment RNP APCH with Baro-VNAV or SBAS (with Baro-VNAV) (APV) OR RNP AR APCH if required 12

25 14. NEAR TERM IMPLEMENTATION TARGETS a) RNP APCH with Baro-VNAV or SBAS (with Baro-VNAV) (APV) in 30% of instrument runways by 2010 and 50% by 2012 and priority given to airports with operational benefits. b) RNAV 1 SID/STAR for 30% of international airports by 2010 and 50% by 2012 and priority given to airports with RNP Approach. c) Review existing conventional and RNAV routes to transition to PBN RNAV 5 or where operationally required RNAV 2/1 by MID TERM ( ) PRIORITIES 15.1 In the mid term, increasing demand for air travel will continue to challenge the efficiencies of the air traffic management system While the hub-and-spoke system will remain largely the same as today for major airline operations, the demand for more point-to-point service will create new markets and spur increases in low-cost carriers, air taxi operations, and on-demand services. Additionally, the emergence of VLJs is expected to create new markets in the general and business aviation sectors for personal, air taxi, and point-to-point passenger operations. Many airports will thus experience significant increases in unscheduled traffic. In addition, many destination airports that support scheduled air carrier traffic are forecast to grow and to experience congestion or delays if efforts to increase their capacity fall short. As a result, additional airspace flexibility will be necessary to accommodate not only the increasing growth, but also the increasing air traffic complexity The mid term will leverage these increasing flight capabilities based on RNAV and RNP, with a commensurate increase in benefits such as fuelefficient flight profiles, better access to airspace and airports, greater capacity, and reduced delay. These incentives, which should provide an advantage over non-rnp operations, will expedite propagation of equipage and the use of RNP procedures. 13

26 15.4 To achieve efficiency and capacity gains partially enabled by RNAV and RNP, the AFI Region States and aviation industry will pursue use of data communications (e.g., for controller-pilot communications) and enhanced surveillance functionality, e.g. ADS-Broadcast (ADS-B). Data communications will make it possible to issue complex clearances easily and with minimal errors. ADS-B will expand or augment surveillance coverage so that track spacing and longitudinal separation can be optimized where needed (e.g., in non-radar airspace). Initial capabilities for flights to receive and confirm 3D clearances and time of arrival control based on RNP will be demonstrated in the mid term. With data link implemented, flights will begin to transmit 4D trajectories (a set of points defined by latitude, longitude, altitude, and time.) Stakeholders must therefore develop concepts that leverage this capability. 16. OCEANIC EVOLUTION 16.1 In the mid term, AFI Region States will endeavour to work with international air traffic service providers to promote the application of RNP 10 and RNP 4 in additional sub-regions of the oceanic environment. 17. EN ROUTE EVOLUTION 17.1 The review of en-route airspace will be completed by IMPLEMENTATION 18.1 By the end of the mid term other benefits of PBN will have been enabled, such as flexible procedures to manage the mix of faster and slower aircraft in congested airspace and use of less conservative PBN requirements. 19. Automation for RNAV and RNP Operations 19.1 By the end of the mid term enhanced en route automation will allow the assignment of RNAV and RNP routes based upon specific knowledge of an aircraft's RNP capabilities. En route automation will use collaborative routing tools to assign aircraft priority, since the automation system can rely upon the aircraft's ability to change a flight path and fly safely around problem areas. This functionality will enable the controller to recognize aircraft capability and to match the aircraft to dynamic routes or procedures, thereby helping appropriately equipped operators to maximize the predictability of their schedules. 14

27 19.2 Conflict prediction and resolution in most en route airspace must improve as airspace usage increases. Path repeatability achieved by RNAV and RNP operations will assist in achieving this goal. Mid-term automation tools will facilitate the introduction of RNP offsets and other forms of dynamic tracks for maximizing the capacity of airspace. By the end of the mid term, en route automation will have evolved to incorporate more accurate and frequent surveillance reports through ADS-B, and to execute problem prediction and conformance checks that enable offset manoeuvres and closer route spacing (e.g., for passing other aircraft and manoeuvring around weather). 20. TERMINAL EVOLUTION 20.1 During this period, either Basic RNP 1 or RNAV 1 will become a required capability for flights arriving and departing major airports based upon the needs of the airspace, such as the volume of traffic and complexity of operations. This will ensure the necessary throughput and access, as well as reduced controller workload, while maintaining safety standards With RNAV-1 operations as the predominant form of navigation in terminal areas by the end of the mid term, AFI Region States will have the option of removing conventional terminal procedures that are no longer expected to be used. 21. TERMINAL AUTOMATION 21.1 Terminal automation will be enhanced with tactical controller tools to manage complex merges in busy terminal areas. As data communications become available, the controller tools will apply knowledge of flights estimates of time of arrival at upcoming waypoints, and altitude and speed constraints, to create efficient manoeuvres for optimal throughput Terminal automation will also sequence flights departing busy airports more efficiently than today. This capability will be enabled as a result of PBN and flow management tools. Flights arriving and departing busy terminal areas will follow automation-assigned PBN routes. 22. APPROACH EVOLUTION 22.1 In the mid term, implementation priorities for instrument approaches will still be based on RNP APCH and RNP AR APCH and full implementation is expected at the end of this term The introduction of the application of landing capability using GBAS (currently non PBN) is expected to guarantee a smooth transition towards high performance approach and landing capability. 15

28 23. Summary Table Mid-Term ( ) Airspace Nav. Specifications Nav. Specifications where Operationally Required En-Route Oceanic RNAV 10, RNP 4 En-Route Remote RNAV 10, RNP 4 Continental En-Route Continental RNAV 2, RNAV 5 RNAV 1 TMA Arrival/Departure Expand RNAV 1, or RNP-1 application Approach Mandate RNAV 1, or RNP-1 in high density TMAs Expand RNP APCH with with Baro- VNAV or SBAS (with Baro-VNAV) (APV) Expand RNP AR APCH where there are operational benefits (NB. Deleted (-) in between route and number). 24. MID TERM IMPLEMENTATION TARGETS a) RNP APCH with Baro-VNAV or SBAS (with Baro-VNAV) (APV) in 100% of instrument runways by b) RNAV 1 or RNP 1 SID/STAR for 100% of international airports by c) RNAV 1 or RNP 1 SID/STAR for 70% of busy domestic airports where there are operational benefits. d) Implementation of additional RNAV/RNP Routes as required. 16

29 25. LONG TERM (2016 AND BEYOND): ACHIEVING A PERFORMANCE-BASED NAVIGATION SYSTEM 25.1 The Long-term environment will be characterized by continued growth in air travel and increased air traffic complexity No one solution or simple combination of solutions will address the inefficiencies, delays, and congestion anticipated to result from the growing demand for air transportation. Therefore, AFI Region States and key Stakeholders need an operational concept that exploits the full capability of the aircraft in this time frame. 26. LONG TERM KEY STRATEGIES (2017 AND BEYOND) 26.1 Airspace operations in the Long term will make maximum use of advanced flight deck automation that integrates CNS capabilities. RNP, RCP, and RSP standards will define these operations. Separation assurance will remain the principal task of air traffic management in this time frame. This task is expected to leverage a combination of aircraft and ground-based tools. Tools for conflict detection and resolution, and for flow management, will be enhanced significantly to handle increasing traffic levels and complexity in an efficient and strategic manner Strategic problem detection and resolution will result from better knowledge of aircraft position and intent, coupled with automated, ground-based problem resolution. In addition, pilot and air traffic controller workload will be lowered by substantially reducing voice communication of clearances, and furthermore using data communications for clearances to the flight deck. Workload will also decrease as the result of automated confirmation (via data communications) of flight intent from the flight deck to the ground automation With the necessary aircraft capabilities, procedures, and training in place, it will become possible in certain situations to delegate separation tasks to pilots and to flight deck systems that depict traffic and conflict resolutions. Procedures for airborne separation assurance will reduce reliance on ground infrastructure and minimize controller workload. As an example, in IMC an aircraft could be instructed to follow a leading aircraft, keeping a certain distance. Once the pilot agreed, ATC would transfer responsibility for maintaining spacing (as is now done with visual approaches). 17